Industrial motor of the internal combustion type



Nov. 8, 1932. J, THONGER 1,886,455

INDUSTRIAL vMOTOR OF THE INTERNAL COMBUSTION TYPE Filed Feb. 28, 1951 2 sheet -sneei 1 00 03230 ll 1'0 I 19 I 1 115 5 16 a 4-9 9 45 2'0 /'F 2 47 4a Q $53 :7 o v 68 Z 7' [/1 66 (FY) s I a; Z 44 16 24 109 5 108 \L 'Zuo My zs g 28 F I E 69 ATTORNEYS Nov. 8, 1932. J. R. THONGER 1,886,455

INDUSTRIAL MOTOR OF THE INTERNAL COMBUSTION TYPE Filed Feb. 28, 1951 2 snee ns-s et 2 Patented Nov. 8, 1932 UNITED STATES means FATE?! JOHN R. THONGER, OF MILWAUKEE, WISCONSIN, ASSIGNOR TO HARLEY-DAVIDSON MOTOR (30., OF MILWAUKEE, WISCONSIN, A CORPORATION" INDUSTRIAL MOTOR OF THE INTERNAL COMBUSTION TYPE Application filed February 28, 1931. Serial No. 519,053.

My invention relates to improvements in industrial motors of the internal combustion type.

Objects of this invention are to provide a compact assembly of the motor elements and associated parts in unit form, peculiarly adapted to the requirements of industrial installations, economy of space being an im mum efficiency and reliability in operation.

Further objects are to provide an improved assembly of the fuel tank, carburetor and.

engine manifold, in which the engine cylinder is so tilted that its inlet is in close proximity to a carburetor at normal level. This makes possible good gravity feed from a fuel tank, the top of which is approximately at the same level as the high point of the top of the cylinder head.

Specific objects are ;to provide means whereby a roller type connecting rod hearing may be used without requiring the splitting of the bearing for the'purpose of assembly;to provide an arrangement of the oil pump in a unit of the aforesaid type, whereby the pump mechanism is accessible without disturbing any other part of the group assembly to which it pertains ;to provide means whereby the filter screen in the suction passage of the pump is accessible without disturbing other parts ;to provide means whereby a pressure indicator may be attached and employed to check the operation of the pump while the engine is running, and

. which will not require the use of pipes or intricate passages ;to provide means whereby the auxiliary mechanism may be mounted in the crank case cover and provided with a register or dowelling means for centering the mechanism properly in relation to the axis of the crankshaft, either in the original assembly or when replacing the cover after removal. 7

In the drawings: I Figure 1 is a general front elevation of a motor assembly embodying my invention. Figure 2 is a plan view of the same. Figure 3 isa side elevation as seen from the side occupied by the gasoline tank. Figure 4 is a rear elevation. Figure 5 is an enlarged sectional v View drawn generally to line 55 of Figure 1.

Figure 6 is a perspective view of the crank case cap and the auxiliary mechanism associated therewith as it appears when detached. Figure 7 isa disassociated conventional view of the governing mechanism. Figure 8 is a vertical sectional View of the pump and associated portions of the crank case cap taken on line 88 of Figure 5.

Like parts are identified by the same reference characters throughout the several views.

The motor cylinder 10 is obliquely set (Figure 1) at a suffiicent angle to allow the fuel tank 15 to be located in close proximity to a vertical plane which includes-the axis of the crank shaft 14 (see Figure 4). The carburetor 16 is located in front of the lower portion of the engine cylinder, and owing to the tilted position of the latter, the intake passage is short, the same being not much longer than is necessary to provide room for the throttle valve casing 18 and the elboweed tubular coupling member 19. p

The muffler 20 is located above the carburetor in front of the space between the up per portion of the cylinder and the fuel tank 15. The spark plug 22 may be set obliquely to the'axis of'the engine cylinder, whereby no part thereof will project above the highest point on the cylinder nor above the filling I cap 23 of the fuel tank. This arrangement allows good gravity feed between the bot tom of the fuel tank 15 and the carburetor through the fuel line 24, notwithstanding the setting of the fuel tank at a low level. The

top of the fuel tank is substantially in the horizontal plane ofv the high point of the I cylinder head, and as the cylinder inlet port der is, therefore, twofold. Condensation in the carburetor outlet or manifold is reduced in proportion to the reduction in the length of the passage, especiallywhen starting the engine, and the whole structure is much more compact than has heretofore been thought possible.

Referring now to the organization of the auxiliary unit, it will be observed in Figure 5 that the starting shaft 25, cam shaft 27 and associated parts are connected with the crank case cap 28, the bearings 29 of the starting shaft and 30 of the cam shaft being supported from the cap, whereby all of these parts may be removed with the cap as a unit (Figure 6). The shaft 25 has a sleeve keyed to its reduced inner end portion and provided with a substantially balanced fourarm spider (Figure 6). One of the arms 36 is forked and counter-weighted by an arm and the forked arm 36 is adapted to receive a flattened stud projection 38 carried by the crank 13, whereby motion may be transmitted from the crank to the sleeve 35 and shaft 25 for driving the cam shaft, magneto, etc. The other two spider arms 40 have pivoted thereto the governor bell cranks 41, the inwardly projecting arms of which are provided with adjusting screws 42. When the weights 43 swing outwardly their motion is transmitted through the screws 42 to actuate the thrust washer 44 along the sleeve 35 to progressively close the throttle valve through the slide pins or rods 45, rocking crank 46 and connecting rod 47, the latter being pivoted to the valve lever 48. The arm 46 of the rocking crank is connected by a tension spring 49 with a tension adjusting lever 49 pivoted to a projection on the inner face of the crank case cover, this lever being normally in looking engagementwith the teeth of the ratchet 57. Anti-friction bearings 44 are preferably interposed between the thrust washer 44 and the slide pins 45.

Motion is transmitted from the shaft 25 to the cam shaft 27 through the pinion 50 and a gear wheel 51 fast on said shaft 27. The hub 52 of the gear wheel 51 has an eccentric outer surface and constitutes a cam to actuate the follower arms 54 associated with the rocker arms 55 and 55 (Figure 6) to actuate the valve tappets 56 and 56 of the inlet and exhaust valves. The rocker arms 55 are mounted upon a pivot bolt 62 which is threaded into the crank case cap 28, whereby these arms will be removed with the cap in their assembled relation to the cam shaft 27.

The outer end of the shaft 27 is provided 85 which covers the ball 81 and not only motion through a chain 66 (Figure 1) to the magneto shaft 67, the magneto being located in a separate casing 68 underneath the overhanging cylinder 10. The pinion and chain 66 are located in an extension cavity 69 of the crank case cap 28, exterior to a partition wall 70 (Figure 5) and enclosed by an auxiliary cap 71 which, with the partition 70, forms the cavity 69. The walls are so formed that this chamber 69 extends laterally of the crank case in front of the magneto 68 and magneto supporting bracket 72.

An oil pump plunger 75 is operated from tion 76, follower 77 and plunger actuating rod 78. The plunger operates in a cylindrical bore 79 located in the lower portion of thecrank case cap and draws oil from a sump 80 into the bottom of the pump cylinder past a ball valve 81. The pump plunger 75 is suitably ported and provided with a ball check valve 82. A compression spring 83 is preferably interposed between the pump plunger and an inverted cup shaped seating receives the thrust of the spring, but limits the opening movement of the ball valve. This spring 83 lifts the plunger for the suction stroke'and holds the cam follower in contact with the eccentric portion or cam 76 on the cam shaft 27. V

The crank case cap 28 is provided with a lateral opening to the pump cavity 79, which is normally closed by a plug 87. When this plug is removed a pressure indicator, (not shown) may be attached and employed to check the operation of the pump while the engine is running. This attachment being made from the outside, it is obvious it is not necessary to provide special pipes or long passages, since the indicator may be viewed at the point of its attachment.

The pump draws oil from the sump 80 and delivers it through the outlet port in the plunger around the loose fitting rod 78 and the cross pin 78 upon which it seats, whereby the delivered oil is permitted to flow clownwardly to a dipping cavity 88 into which an oiling dipper arm 89 descends during the downward stroke of the crank. I This dipper arm is associated with the connecting rod bearing collar, and owing to its rapid movemovable nut 91, whereby this screen may be withdrawn and cleaned without disturbing any part of the pump mechanism. The pump cylinder is formed by providing a vertical bore in the bottom of the crank case cap at one side of the filter receiving port, the lower end of this bore being normally closed by a plug 94 by removal of which the pump valves, spring 83, plunger and associated parts may be withdrawn without removing the crank case cap or disturbing any other portion of the mechanism.

It will be observed, however, that when the crank case cap is removed the pump will also be removed. When the cap is replaced an arcuate flange 96 accurately centers it with reference to the engine block or casing.

The engine fly wheel 100 is preferably provided with fan blades 101 which receive air through the opening 102 and deliver it transversely across the engine cylinder through the passage 103.

The starting shaft is actuated through the starting crank 106 (Figure 1), which has a removable handle 107; The starting crank carries the toothed sector 108 which, when brought into engagement with a pinion 109 loose on the reduced end of shaft 25, may be employed to actuate the starting shaft 25 when the pinion 109 is in engagement with a clutch member 110, which is splined to said shaft 25. This starting mechanism is made the subject of a separate application, Serial No. 536,215, filed May 9, 1931, and as it is not claimed herein further description is unnecessary. The important feature relating to the subject of this application is that the absence of a positive connection or continuous intermeshing relation between the start ing segment and the pinion 109 makes pos sible a lateral removal of the magneto and the crank case cap simultaneously, the magneto sliding laterally on its supporting bracket from underneath the tilted engine cylinder.

tirely contained within a cubical space no greater in the vertical dimension than the height of the tilted engine cylinder, and no greater in the horizontal dimension than the space required for the crank case with associ- A ated fly wheel and magneto, the latter being underneath the space which is overhung by the engine cylinder and the carburetor being lateral thereto and to the lower portion of the engine cylinder. The other horizontal dimension is no greater than that required between the starting mechanism and the fly wheel fan.

Notwithstanding this extreme compactness, maximum accessibility is attained by mounting the auxiliary parts or group of controlling mechanisms upon the crank case cap and providing for separate access to the magneto drive and the pump. The mounting of the auxiliary mechanism upon the crank case cap is made possible by the slip coupling of the filter and the pump are separately accessible from the exterior without disturbing any other parts of the mechanism, and that the pump pressure may be independently tested by merely removing the plug 87.

The removal of the controlling and timing mechanism with the cap 28 allows access to the connecting rod hearing. The rollers 112 of this hearing are journaled in a cage 113, and by withdrawing the cotter pin 114 from the crank this hearing may be bodily removed from the collar 115. i

I claim 1. An internal combustion motor assembly comprisingthe combination of a tilted engine cylinder and crank case having a carburetor and a magneto in the space underneath and at the side of the overhanging portion of the cylinder, with the carburetor in close proximity to the cylinder inlet port and a fuel tank located in close proximity to the upper side of the cylinder with the top of the fuel tank substantially on a level with the top of the cylinder whereby all parts of the'motor and its accessories may be contained within cubical space of less vertical dimension than the length of the cylinder and crank case while maintaining good gravity feed from tank to carburetor and minimum length of passage between the carburetor and the cylinder inlet.

2. An internal combustion motor assembly comprising the combination of a cylinder and crank case disposed obliquely and a fuel tank above the crank case with one side in close proximity to a vertical plane which in cludes the axis of the crank shaft andwith the top of the fuel tank substantially at the slame level as the top high point of the cylinc er.

3. A compact internal combustion motor assembly havin a tilted engine cylinder in combination with a magneto in the space underneath the upper portion of the cylinder, a carburetor and a muflier at one side thereof, a crank case and a superposed fuel tank, said crank case having a removable cap at one side thereof and a starting shaft, cam shaft, oil pump and valve li ting rocker arms support-- ed from said cap and removable therewith, said starting shaft having slip-joint connection with the motor crank shaft to allow it to freely withdraw therefrom when the crank case cap is removed, whereby accessibility for adjustment and repair of parts is made possible notwithstanding the congestion due to compact assembly.

4:. In an internal combustion motor having a tilted cylinder, a magneto overhung by said cylinder, a crank case, and a superposed fuel tank, the combination therewith of a removable crank case cap provided with iii) bination with a crank case of a tilted engine mountings for a starting shaft, cam shaft, and rocker arms, said cap and magneto being removable simultaneously and 1n the same direction from one side of the tilted cylinder.

5. In an internal combustion motor having a tilted cylinder, a magneto overhung by said cylinder, a crank case, and a superposed fuel tank, the combination therewith of a removable crank case cap provided with mountings for a starting shaft, cam shaft, and oil pumping mechanism.

6. A compact internal combustion motor assembly comprisingthe combination with a crank case, of a tilted engine cylinder, a magneto overhung by the cylinder, and a fuel tank above the crank case. r

7. A. compact internal combustion motor assembly comprising the combination with a crank case, of a tilted engine cylinder,'a magneto overhung by the cylinder, a fuel tank above the crank case, and a removable crank case cap, carburetor and muflier in superposed relation to each other at one side of the cylinder.

8. A compact internal combustion motor assembly comprising the combination with a crank case, of a tilted engine cylinder, a fuel tank above the crank case and a carburetor adjacent to the lower portion of the fuel tank with its outlet in close proximity to the cylinder inlet.

9. A compact internal combustion motor assembly comprising the combination with a crank ca e, of a tilted engine cylinder, a carburetor, and a muffler at one side of the cylinder, and a fuel tank above the crank case having fuel feed connection with the carburetor.

10. A compact internal combustion motor assembly comprising the combination with a crank case, of a tilted engine cylinder, a carburetor, and a muflier at one side of the cylinder, a fuel tank above the crank case having fuel feed connection with the carburetor, and a crank case cap below the carburetor and fuel tank provided with valve actuating connections removable therewith by withdrawal beneath the carburetor and muflier.

11. In a compact motor assembly, the comcylinder, and accessories mounted underneath the overhanging portions of the cylinder above the crank case.

J OHN R. THONGER. 

